Posts by tag: desmoquattro

Ducati's modern era really started here, with the 851. The air-cooled Pantah engine, with its rubber cam belts, was a step forward, compared to the bevel-drive twins and set the stage for Ducati's move into the future. But it was the liquid-cooled, four-valve version of their classic L-twin that finally brought them fully into the modern era and allowed them to compete against the very best sportbikes from Japan in the newly-formed World Superbike Championship.

Sure, their throbbing, torquey v-twin was down on power, compared to a screaming inline four. But a fat, useable midrange helped make up for some of the theoretical horsepower gap, and a bit of additional displacement took care of the rest. The 851 wasn't as reliable or as affordable as the Japanese competition, but it could handle with the best of them.

The new liquid-cooled, four-valve engine was dubbed, naturally, the Desmoquattro and displaced 851cc. Truth in advertising! The bike was fed by very effective Weber-Marelli fuel injection for a claimed 104hp. The original bikes look a little bit awkward and old-school, rolling on 16" wheels, but those were quickly changed to 17" hoops and, by the time this 1992 version rolled around, it looked very modern and exotic, although not nearly as elegant as the 916 that followed. The upside is slightly more comfortable ergonomics that work better on a bike far more likely to be used for 7/10th canyon rides than 10/10ths race track sorties these days.

Obviously not as beautiful as the 916 that followed, but it is very purposeful and aggressive, with the white frame adding a classic touch. I do wish the seller had removed some of the bodywork so we can see the condition, along with some better shots of the "spaghetti exhaust," a reference to the system's smooth tangle of large diameter piping that was based around equal-length headers and replaces the ugly crossover junction with actual tubes. Sure, a set of carbon-fiber cans will help your red stallion sound more Ducati-y but if you really want it to sound like the real deal, you need an expensive full system. This set is likely a Silmotor system to match the end cans, since I believe they're still in production. Otherwise, this is a clean, low-mileage example of an appreciating classic sportbike, and has a couple of pricey aftermarket bits that should genuinely enhance performance.

When the 999 series was introduced in 2003 as the successor to the fantastic 916/996/998 genealogy of Ducati Superbikes, the world collectively groaned. Far removed from the sexy, flowing lines of the Tamburini-penned predecessors, the Terblanche-designed 999 series was rough and angular. The stacked headlight arrangement made the bike instantly recognizable in the sort of way a clown sticks out in a police lineup consisting of otherwise normal, average businessmen. In short, it was everything the earlier generations were not. There was some commonality for the Ducati faithful, however: Performance. The 999 - and especially the top-of-the-line R model - were quicker and faster than the bikes that came before. This became especially evident in World Superbike racing; so good was the platform that the 999 soldiering on through the 2007 racing season even though the bike ended production in 2006.

Despite the appearance, the aerodynamics of the 999 was actually more efficient than the earlier models. This translated not only into racetrack success, but a better riding experience. With greater adjustability and better ergonomics, more riders could enjoy the extreme Ducati experience. And what an experience - thanks to the updated L-twin testaretta engine now producing 150 HP at nearly 10,000 RPM. But as most of you already know, it is the torque of the desmoquattro twin that really drives the bike off of the corners. To that end Ducati fitted the 999R with radial-mount Brembo calipers, the very best equipment to slow you down for the next bend in the road. Out back the braced box-section swing arm keeps track of the rear wheel movement with fewer unsprung pounds than the earlier single-sided unit. Ohlins suspension (fully adjustable, naturally) completes the impressive list of components bolted to the R spec superbike.

From the seller:
2005 999R with 4081 miles. I'm the 2nd owner. I purchased from the original owner back in 2011 . Since then I've added a few parts including the following:

The ugly-duckling 999R was an exclusive and expensive piece of kit. Produced in low numbers (an estimated 200 units in 2005), the R model would set you back 30 large bills a decade and a half ago. At the time, many would-be buyers considered that a ridiculous price for such a visual departure from normal Ducati supermodel status. Today, we find that the 999 series has aged rather well. The lines have held up better than the so many me-too copies that permeate the used bike listings. This is a distinctive, evocative motorcycle that brings substantial performance along for the ride. Look closely at the details - for example how the "Ducati" and "999R" logos on the fairing are actually clear coated showing the carbon fiber below - and then look at the price for a decent used example. Ugly no more, indeed.

At the time of writing this 4,000 mile bike has just crossed over the $8k mark, with reserve still in place. We have seen these bikes push into the $20ks for pristine examples, down to the high teens for others in good condition. This particular specimen has been modified to some degree, but most changes have been in the interest of performance. Check out this beast here, and let's see what the market says. Meanwhile, head over to our Comments section and share your thoughts on the 999: Love it or hate it? Is this a "future collectable" that you can still afford today? Let us know!

The 888 was designed by Pierre Terblanche and a light update to the muscular 851, Ducati's first desmoquattro. American Doug Polen had won the 1991 Superbike World Championship on an uprated 851, and the 888 homolagated the changes for the next year, returning with the #1 plate. This 888 has been treated to a silky resto-mod and a day in the photo studio.

The architecture of Ducati's original four-valve desmo led to a distinctive sound, the rat-a-tat exhaust announcing 104 hp. Often seen with number plates front and rear, the fairing has fresh air intakes and snug monoposto seat. Showa forks and Ohlins monoshock were constants throughout the build, and for 1994 a carbon front fender was added, and wheels were painted to match the bronze frame.

Just about everything about this English 888 has been updated and/or re-finished to a very high level. The robot-faced front end and engraved triple-tree won't please everyone, but the owner says most stock parts are included in the eBay auction:

Some features include:

Twin injector throttle bodies.

Full 50mm race exhaust system. New.

Corse slipper clutch.

Alloy subframe.

Vented engine casing (clutch side).

Rear ride height adjusters.

New brakes (Braking rotors), pads and lines.

New Nitron race prepared rear shock.

Revised and updated front nose with new lights.

Extended/strengthened side stand. Now does not lean over too far or spring up.

Heads removed from bike and full service with valves brought up to race specs with new belts.

There's been a lot of bespoke parts made for this bike and 100+ hours spent on the build.

Hard to argue with a Euro-spec 888 - brawny, rare and championship-winning, and there are a lot of nice touches here. The alloy seat frame and improved side stand are my favorites, and the undressed pictures are at least as interesting as the studio shots. Finding the rider to pay this kind of premium might take a little doing, but the current owner can enjoy the view while the search goes on...

As Ducati prepared the testastretta and over-under fairing design, the 748's days were also numbered. Though well-used with 20,000 miles, this matte-finished 748S has also been well loved, with great-looking fairings, fresh tires, and many carbon accents.

Though it gives away a quarter liter to the 996, the 748S makes 7/8 of the power at 98 hp, though at a substantially higher 11,000 rpm. The free-er revving engine makes for more fun on the road, but also led to occasional plating failure on the rocker arms, most of which were covered by the factory when the bikes were young. In most other respects parts are sized like the 996, in the S's case adjustable Showa monoshock and forks with titanium nitriding on the legs, and gold-line Brembo brakes. With the help of quarter-turn fasteners, access to the works just takes a minute, and the now-classic 916 fairing lines exact their toll on the rider in stop-and-go traffic.

Coming out of silicon valley, this 749S is in the Senna commemorative livery, which save fly yellow is known to be the fastest Ducati color. The matte gray fairings look great for their miles, as do the carbon Termis, fender, and numerous covers. A couple of nice concessions to full-size adulthood are the HeliBar risers and the updated Öhlins shock and spring. From the eBay auction:

The bike has lot of carbon parts. The front fender and the tank protector are made of matte carbon to match the matte color of the bike.

The fairings are all intact, no cracks, with brand new Ducati DZUS fasteners. Motodynamic LED integrated tail light with sequential blinker (really cool 😉

HeliBars clip-on handlebars, the most solid and the most comfortable handlebars for Ducati superbikes.

The bike also has a new chain and sprockets and the tires have about 1000 miles on them.

The TiN front fork and the rear Öhlins shock have been serviced recently. The spring in the rear shock has been replaced with a stronger one and the bike's suspension has been adjusted for a 180-200 lbs driver.

Have all receipts from previous owners, the complete service history. Had rockers checked and replaced accordingly and valve adjustment was done at the 12,000 miles service.

Has some minor nicks and scratches here and there, typical for a 15 years old driver but the bike runs and drives perfect. 20,350 well maintained miles, most of them highway. I have all stock parts and the original Ducati Workshop Manual. I also have an extra coolant tank made of aluminum and a complete oil cooler set that's used on the 916 model.

The last year for the supersport-sized superbike, this 748S would be a nice catch, though a fresh valve adjustment would make the buy-it-now a lot more justifiable. It might be the best choice for someone who intends to ride it, set up for comfort with fresh tires. The smooth matte paint scheme could be considered trendy but seems to set off the silver frame, carbon trim, and red wheels nicely. Nearing the end of the riding season at least north of the Mason - Dixon line, the Make An Offer button is enabled...

After an 18-month refurbishment, this 916 has a fresh carbon fairings and race engine. While a detail here or there might need attention, it has a long list of mods resulting in a nicely presented and special 916.

Relieving the 888, the 916 started a new dynasty and made a lot of 1994 best bike lists. Much of the machine was derived from Ducati racebikes - trellis frame, single-sided swingarm, dry clutch, underseat exhaust, and instantaneous access to the engine. The folded headlight fairing was designed by Massimo Tamburini and became a sportbike icon. In the five years from 1994-98, the torquey 916 won four Superbike World Championships.

This is an ex-privateer's racebike, and for all the fun of turning a road bike into a racer, bringing a race machine back to the street can be tougher. The owner answered the challenge of integrating all the great mods and beautifying the lot. This bike has had some updates for the track, and some on the way back to the street. With a built race engine, 1098 front end and race dash, the owner added a full carbon fiber body, including the fuel tank. Here's one paragraph from the long description in the eBay auction:

This build was year and a half effort; acquiring the right mix of parts to make a Duc that I’ve never seen. This bike’s been to many events, and it is an original. It has carbon fiber Ducati performance bodywork, fuel tank, air intakes, airbox, front fender, rear fender, foot guards, chain guard and Arrow exhaust. The only major part that isn’t carbon fiber is the wheels; they are Marchesini 10 spoke forged magnesium wheels (3.50" x 17" Front and 5.50" x 17" Rear). The Marchesini 10 spoke wheel weights with bearings front 6.04lbs, and rear 7.76lbs, very light, so I stayed with the 10 spokes. The inside of the fuel tank has been coated with Caswell epoxy gas tank sealer to prevent leaks and protect the carbon fiber.

With this 916 coming up on 20 years old, a reliability comparison between stock and modified would be more of a pain management exercise. This build might suit a tinkerer or an owner with access to a good repair shop, as when service is required, it won't quite be covered by the maintenance manual. In return, the new owner will have a one-of-a-kind 916, race-engined with classic looks but many more modern components. Located in a north Dallas suburb, arranging an in-person inspection by a friend or a shop might be a way to start...

"Born" in 1993, the Ducati Monster has regularly been credited with starting the naked bike craze, and occasionally has accounted for two thirds of Ducati sales. A citified workhorse for most of the first decade, special higher performance models began to surface in the early 2000's. The 2004 S4R undressed the water-cooled 996cc desmoquattro, baring most all the superbike had to offer. This Dallas-based S4R has been groomed for success by the second owner.

In spite of all the reasons an air-cooled desmodue is sensible and beautiful, the complex plumbing exercise that the is the S4R is exciting in a more technical way. Curved radiators for water and oil, their respective pumps and pipes, the hydraulic dry clutch, three big brake disks, all state their case. Larger scale are the 43mm upside-down forks and monoshock from Showa, the latter connected to an aluminum single-sided swingarm reminiscent of the MH900E. Carbon covers smooth over the side panels, cam belts, chin scoop, and mufflers on the two-into-two exhaust.

The Texas owner has shepherded this special Monster through mid-life, heavy maintenance done and improvements made. With all the farkels, there's too much to list ( ! )in the eBay auction, but here is the general part :

-Last year for the metal fuel tank (no swelling, but I still run ethanol stabilizer when not ridden for extended periods of time)-Full Desmo service performed right at 14,000 by AMS Ducati in Dallas,TX . New timing belts, valve service, throttle body sync, oil change (with correct Shell Advance 4T oil), and new battery.-Rear hub assembly was replaced during the Desmo service as the chain tensioner on the original had excessive wear. Rear wheel was re-powdercoated after this due to grease that had stained the original finish. The color match is perfect, and I installed the correct Marchesini decals.-Pirelli Angel GT tires (120 Front, 180 rear) are relatively new. Installed by second owner before I purchased the bike. Unknown exact mileage, but I've only put 2000 miles on them. I always run the recommended pressure of 31.2 front and 31.9 psi rear)-Radiator was replaced by the previous owner with a brand new unit (KTM 45360). These come from the factory in black, so I stripped all the paint from it, and painted the end tanks silver for a perfect match to the oil cooler. Bike holds 170-180°F during normal riding. I never saw above 188°F at the track.-Pre-wired for Battery Tenders (again, used when not ridden for extended periods of time)-Newer factory grips-Brake pads still have plenty of life. Newer chain and rear sprocket. Lubricated regularly.-Recently greased the friction plates for smoother clutch modulation.-Black key, red key, and code card included.

Better suited to the suburbs than the city, the water-cooled Monsters crave the open road and reward their riders with gobs of torque as well as the wide open feel. Super clean and seeming to need nothing, this S4R is ready to show off everything a Monster could be. Check the auction and contact the owner through eBay - here -.

Disclaimer

We re-post public classified advertisements. As a practice we rehost images and ad copy to preserve the listing for future reference. If you would like additional attribution for your work, or wish to remove your listing from our site, we are happy to accommodate. Please email me at dan@motoringblogs.com

Small Print

No claims, warranties, or guarantees are implied by www.raresportbikesforsale.com for items displayed at this site or any site referred to from this site. Pricing, availability, and circumstances pertaining to displayed materials are the sole liability of the individual seller. www.raresportbikesforsale.com claims no accuracy to advertisements made herein.

E-Commerce Content is independent of editorial content and we may receive compensation in connection with your purchase of products via links on this page.